Valve.



PATENTED JUNE 11, 1907.

A. D. MOWHORTER- VALVE.

APPLICATION FILED FEB. 1, 1907.

4 SHEETSSHBET 1 mumgiw mxmmm Svwewboz No. 856,899. PATENTED JUNE 11, 1907 A. D. MOWHORTER.

VALVE.

APPLICATION FILED FEB. 1, 1907.

4 SHEETSSHEET 2.

No. 856,899. PATENTED JUNE 11, 1907. A. D. MOWHORTER.

VALVE.

APPLICATION FILED FEB. 7, 1907.

4 SHBETS-rSHEET a.

No. 856,899. PATBNTED JUNE 11, 1907. A. D. MoWHORTBR.

VALVE.

APPLICATION nun FEB. 7, 1907.

1 EETS-SIILET 1 Fibber mu j .(lil

i'iill.

dorslzootl that in iho hroiizl .i plic'nlion of he purl oi' this ii ntiliciitim l ing autonnihuanv opera? will ho iniinvention, it is not ohsolut the valve be so nutoin iti stzmce in commotion with valve, such as ilhrb i'iitoil iii n ent, No. 754 M7, (liilcd Mair Broadly, the invention co adopted to ho hesoi a train pipe system having} mam-rind iuxiliin ro the ports in sziifl 'z lvo being so positioned with relation to the train line and and :iuxiL iary reservoir and tho braking o, lei, l hat inopplying the hrzik.

will from the suppleinnntnw' recirioir :Ulll silhsequently is directly ooiidiirioil no lho l.)'1'Ell(-- ing cylinder from tho ow; .iina pipe. also upon the rrlczisr of tho hrunos, "lulu; h; pressure from lh-a hralrii v linilrr iE-l iiral'. conducted to the mixihzi rosewoir and there stored and subsequently, (lining; ii l'hc air in lhza further movement of l W i braking cylinder (l charged to :it'ni. phere. 1 It will he understood thin tho invention not limited to the em. {I (is-toils ilhisl, .ril and described in the present application, but for the pi rposcs o'l disolosrre, rel'rrenco is had to the accompanying (h Wings illustrzzling Tactical embodiments of the invention, in W ioli like letters designate the some parts in the several views, zinfl in which:-

Figure 1 is a diagrammatic plan View showing the association of the automatic valve with a train pipe system. Fig. 2 is a horizontal section through thewzih-e casing, and showing the. valve in its normal position with the brake cylinder in connminirzition with the atmosphere. Fig. 3 is 21 similar f ryliiiilvr. Fig; ion of iho iiiwnlion,

Patented June 11. 1907.

viow showing tho Volvo in :i ilillvn nl', posi lion, with [who ii\'iliar;i' 'IOHl'VuiI :iml hrzilw oyliiiilrr iii u iii 1\illl('i.llfill, Fi 4 is a RllilllilF lion; showing; iinol hoi i ol lhv Volvo pm, prior to opening; (iillllillll'lh'ililUIl hMm-co ilic ii'niii lino pip! and he hrokv 5 in ii :-'iiiiil:ir VlCW, showing his. posiiion oi ilio Volvo ollrl' i1 has piissvil io ils l.lil(l\l(f {Hifilililli 2t11(l with tho inlrl port oprii so i ml the train lino pipe and V lit ovlimloi', 2m in (:oiiiiniiiiimiiion. Fig. action on lho lino (3 5 ol' l'ip'. 2. is :i View shoiiiii f lllUlllllWl loi'iii ol l.' and in (ii: rziiiiiiiziiiw plan it: flSSUVlZk (ion will; a train pipv sr 'sloni :EllLl its more nfil'its. Fig; 8 is 11 loiigiimlinul sriwtion'iil \"l(.\' through said moiliiiril l'orm ol vzili'r,

iinil ligs. .l and lil info l'rzigriiionliiry views, slioii'nw (lillrri-ni flOfiiilUllS oi lho valve.

'mii'lil, one (ml of Lhu (using l)(lll 'f milm'g'oil as i at 4 will Sllilillih poi-lung iiiiiivi'ial 5 lining oi'ilrr lyo lll it possiblev to gnulnoto he applilfclllOH oi' tin piws ui'c lo lhr braking inilri \vlirii iinrovorml hy the pmion hon ilosurihml. 'lhi: llilll' '1' also pro Yiilro with )llli'lilll) oi ports 13, ll, UHl l5 oonnnuziiomg: with ports l'orinwl in the main rosin i and l(ll(llil;i: i'mpi' -1?'i\'ol to tho hrziiuy cylinder, the :LiHlUSPlMIG and the auxiliary i'rsi-rvoir.

H3 (hsin nnlrs a plung'rr LOli operating within the. vulva chamber 8 and provided iii: onvv (Alli with the piston 11' having suitable pooldn g'rings and operating in tho'enlargml or pision ohziii'ihor -'l. The other rml of tho plunger rod 16 is l!0lll)\\' as at 17 and throwi- (Ni in re" 'vo an iijfllilll'fll retaining cap 18 through which passes 2i hoaulml pin l5) [lisposoil in the hollow'portion l7, and the headed portion oi sniil pin being in Qngiigomrnl with a ooil spring 20 located within szihl hol low portion. 'lhe lnwor portion of said rod is recessed on at ii to rmri'vo lho slidingvalve 222, which operiitos \vilhin the seat. 23 l'orinoil in he liner 7, lhe oppixr portion of said rod bro carrying a guide 16 which fits and slidingly engages the liner 7 for guiding the inner end of the rod. 16. This valve may be held firmly seated to prevent leakage by any suitable means, and in the drawings this is simply illustrated (Fig. 6) as comprising a screw or headed .pin 24 secured to the valve and passing upwardly into recesses in the plunger rod, a coil spring encircling the end of said screw or pin within said recesses and terding-to force said valve from said plunger ro Referring to the construction shown in Figs. 7 to 10, the arrangement of theports in the valve casing is slightly changed, and the construction of the valve itself modified. It

' will be seen that in this construction the inlet port '12 has been dispensed with in the piston chamber, the corresponding port 12 leading to the main reservoir being located adjacent the sliding valve 21. This valve is of a slightly modified construction, as shown, for

the particular arrangement of ports, and con sists of the sliding member having two passage-ways 21 and 21 formed therein. In this construction, as in that previously described, the plunger rod is bored to receive a coil spring operating on a headed pin for a pugpose hereinafter appearing."

rom'the foregoing, and referring to Figs.

1 to 6,- the valve being in the off position shown in Fig. 2, it will be seen that upon operating the engineers valve indicated at 26 to allow of an increased pressure in the train ,pipe 11, this, pressure passing through the branch pipe 10 in front of the piston 17 will force the piston rearwardly against the lesser pressure from the auxiliary reservoir until.

the piston and the valve moved thereby assume the position shown in Fig. 3 when com municationis open between the auxiliary reservoir and,the brake cylinder and thus the brakes are initially operated through the medium of the air stored in the auxiliary reservoir. It will be observedthat the passage of the valve from the position shown in Fig. 2 to Fig.

3 will be gradual owing to the cushioning effect of the compressed air from the auxiliary reservoir behind the piston. Upon continued movement of the valve to the position shown in Fig.4, the port to the auxiliary re'servoir is closed and communication is being opened between the main reservoir through the train line ipe 11, branch ipe 10, piston headed pin has chamber 4,-in ct port 12 and )rake cylinder port 13. In this position of the valve, itwill also be seen that the headed pin 19 isjust engaging the head 2. ger are forced rearwardly to complete the opening of the port 12, as shown in Fig. 5, the been forced inwardly within the recesses 17 against the tension of the spring 20. In this position full ressure from t io mam reservoir 18 conducter to the brake cylinder and the instant that full pressure is As the piston and pluneaeses established, the pressure in the brake cylinder equalizing the pressure in the train pipe, the spring 2-0 will force the piston 17 to the position shown in Fig. 4. Upon the release, when the engineers valve is operated, the back wave or pressure from the brake cylinder being greater than the reduced pressure in the train pipe, the piston and valve will be slowly pushed forward, first opening communication (Fig. 3) between the-brake cylinder and auxiliary reservoir, this communication being maintained open until equalization takes place between the pressures in the brake cylinder and auxiliary reservoir, when the valve will have been moved to the off position shown in Fig. 2, with the brake cylinder in communication with atmosphere.

In the construction shown in Figs. 7 to 10,

it will be observed that the port 12' in the valve casing is dispensed with and a direct v connection with the casing adjacent the valve is made through the port 12 with the main reservoir. The main reservoir is also connected up directly with the auxiliary reservoir, a'reducing valve 27 being interposed therebetween. I have also shown (Fig. 9) a s ring 28 for holding rod and valve in position. In this construction instead of having to'apply the brake several times in the mornings to store up the auxiliary reservoir, by the arrangement just stated, the'auxiliary reservoir may be stored up directly from the main reservoir so that it is all readyfor cooperating with the valve when the train is first started up. In the oil position shown in Fig. 8, upon operating the engineers valve, pressure is in troduced in front of the piston 17, the operation then being substantially as heretofore described with reference to Figs. 1 to 4, and the several positions of the valve being illustrated by Figs. 8 to 10. From the foregoing description, it will be observedthat one of the great advantages of this invention is that when several cars are coupled and the valve corresponding to the engineers valve on each car being open to form an open conduit through the train pipe, the automatic control of the main reservoirs carried by each car is attained at 'thecab of 1 brake cylinder, means for controlling the flow of compressed air therethrough,'comprising a valve operative to.initially open communication between said auxiliary reservoir and brake cylinder, thencebetween said main' reservoir and said brake cylinder and upon without any check valves in us described the invention,,what I v release to initially open communication between said brake c ylindcr and auxiliary reser you and thence between said brake cylinder and atmosphere, substantially as described. 2. A valve casing provided with inlet, at- .mosphere, brake cylinder and auxiliary reservoir ports, and valve mechanism therefor operating to bring said ports into communication in the following sequence:auxiliary reservoir and brake cylinder, inlet and brake cylinder; and on release brake cylinder and auxiliary reservoir and brake cylinder and atmosphere, substantially as described. 3. In a train pipe system, the combination, with a main reservoir, a brake cylinder and an auxiliary reservoir, of valve mechanism operating upon increased pressure in the train line pipe to open communication initially between said auxiliary reservoir and 20 brake cylinder, thence between said'main reservoir and brake cylinder, and upon reduced pressure in the train line pipe to initially open communication between said brake cylinder and auxiliary reservoir and thence between said brake'cylinder and at-' mosphere, substantially as described.

4. In a train pipe system, the combination with a valve casing having inlet, atmosphere, brake cylinder and auxiliary reservoir ports,

30, of mechanism for opening communication between said ports sem'ctim, substantially as described, comprising a plunger rod mounted in said casing, bored at one end and provided With a piston head at the other end, a coil 5 spring mounted in said bore, a headed pin disposed within said bore and in engagement with said sprin an apertured retaining cap for closing said bore and forming a bearing for the shank of said headed pin, and a valve 40 operated bysaid plunger, substantially as described. I

5. An automatically operating valveilor train pi pe systems, comprising a casing having an enlarged and a reduced chamber, por'ts substantially as described being disposed in said reduced chpmber a plunger rod and valve operating in said reduced 'chamber and having a piston head operating in said enlarged chamber, said enlarged .=hamber being in. communication with the train line pipe, substantially as descrbed.

6. In a train pipe system, the combination with the train pipe, main reservoir, auxiliary reservoir and braking cyliinlcr, ol' automatically operating valve mechanism l'or the purpose substantially as described, comprising a valve casing having an enlarged and a rc duced chamber, brake cylinder, auxiliary reservoir, and atmosphere ports being disposed in said reduced chamber, and said train pipe communicating with said enlarged chamber, a piston operating in said enlarged chamber and provided with a rod extending ,within said reduced chamber, and a valve operated by said rod controlling said ports in said reduced chamber, substantially as doscribed. I

7. In a train pipe system, the combination with the train pipe, main reservoir, auxiliary reservoir and braking cylinder, of automatically operating valve mechanism for the purpose substantially as described, comprisinga valve casingnaving an enlarged and a reduced chamber, brake cylinder, auxiliary reservoir, and atmosphere'ports being disposed in said reduced chamber, and an inlet port disposed in said, enlarged chamber, said onlarged chamber being in comnnmication with the train line pipe, a piston operating in said. enlarged chamber and provided with a rod operating in said reduced chamber, and a valve operated by said rod, said valve controlling said brake cylinder, atmosphere and auxiliary reservoir ports, and said piston controlling said inlet port, substantially as described.

In testimony whereof, I allix my signruaire, in presence of two witnesses.

ALFH El) 1). MCWlI'Oll'llll R. Witnesses:

E. N. Fon'o, E. R. Snrrsory. 

